Internal-combustion engine



May 21, 1929. s. w. PARR ET AL INTERNAL COMBUSTION ENGINE Filed Sept INVENTORS 70612 Nelsen BY Samuel WP!!! ATTORNEYS Patented May 21, g 1929.

UNITED STATES 1,714,318 PATENT OFFICE.

SAMUEL w. PARR, or URBANA, AND JOHN H. nritsiinor EAST MOLINE, ILLINOIS.

INTERNALQOMBITSTION ENGINE.

Application filed September 29, 1925. Serial No. 59,28 5.

0111' invention relates to internal combustion engines and more particularly to an improved cooling water circulation system for automobile engines. j 5 Our invention is based upon the discovery that certain important advantages can be derived from supplying water vapor to the cooling water circulation system of an automobile engine and that further advantages can be obtained by supplying carbon dioxide gas to the circulation system. \Ve have found that the cooling water can be caused to circulate very rapidly by introducing a gas into the circulation system in such a manner that the gas passes up through the engine water jacket. Where the gas so introduced into the circulation system contains water vapor, a certain amount of the water vapor is condensed in the cooling system and takes the place. of any water which may have been drawn off, or evaporated from the system. The water circulation can be quickened by connecting the top of the radiator or equivalent water chamber to the intake manifold of theengine. The partial vacuum thus created at the top of the radiator serves to draw the gas and water rapidly away from the engine water jacket; and the water vapor in the air drawn off from the radiator, has a tendency to improve the operation of the engine. This water vapor is injected into the engine cylinders along with the fuel charges from thecarburetor'. WVe have found that excellent operating conditions are obtained when the exhaust manifold of the engine is connected to the water circulation system so as to discharge a portion of the exhaust gases and vapors into the cooling water; in this manner both water vapor and carbon dioxide can be supplied from the same source.

The various objects and advantages of our invention can be best understood by considering the following detailed description which is to be taken in conjunction with the accompanying drawings in which Figure 1 is an elevation of an automobile engine and cooling system.

Figure 2 is an elevation of the remote side of the engine shown in Figure 1.

Figure 3' is an enlarged vertical section View of an automobile regulating device forming a part of our invention and Figure 4 is an enlarged vertical section View of a gas nozzle which we prefer to use.

In Figure 1, we have illustrated an automobile cylinder block having a water jacket 2 communicating with the upper end. of a radiator 3 by means of a pipe connection 4. The lower end of the radiator 3 is connected to the bottom of the water jacket 2 by means of a similar pipe connection 5 in accordance 1 with the usual practice. At 6 in Figure 2 we have illustrated a radiator drain-pipe communicating with the filling neck 7 of the radiator.

The water circulation system described in of the system. The heat from the engine lowers the specific gravity of the water in the water jacket, and the cooling air raises the specific gravity within the radiator or water chamber 3. Accordingly, the water in the radiator 3 flows downward while the water in the pipe 5, water jacket 2 andpipe 4 flows upward. One of the objects of our invention is to quicken the flow of the cooling water by introducing into the cooling system a gas which acts upon the water in one portion of the system to make the velocity of the water in this portion more rapid. We prefer to introduce the gas into the circulation system at the lowest point in the system as at 8 in Figure 1. The introduction of the gas at this point, where the natural flow ofthe water is toward the water jacket 2, materially reduces the density of the entire" contents of that portion of the circulation system represented by the pipe 5, water jacket 2 and'pipe 4. This insures a more positive or rapid circulation of the water through the system. It is also true that the bubbles of gas passing. up through the pipe 5act somewhat as pisto'ns forcing the water into the jacket 2. This same ac tion, of course, takes place throughout the jacket and in the pipe 4. Furthermore, the friction of the gas tends to quicken the flow of the water through the system and altogether we have found that bylintroducing a -gas into the system in this manner it is.

possible to obtain a very rapid flow or circulation of the cooling water without the use of any positive feed device such as the mechanical pumps commonly employed.

Aside from the advantages to be derived by simply introducing a gas into the circulation system as above described, we have Linders.

found that it is highly desirable. to intro duce water vapor, some of which will condense and become a part of the cooling medium. We have also found that the introduction of a certain amount of carbon dioxide into the cooling system produces beneficial effects, particularly where this gas is afterwards introduced into the engine cyl- The use of carbon dioxid in the cooling water has a tendency to lessen tile oxygen content of the cooling medium and as a result the inside of the engine water jacket does not corrode or rust to the extentthat would otherwise be the case. Consequently, the cooling wat r does not become saturated, so to speak, with rust. The 111- troduction of carbon dioxide into the engine cylinders has a tendency to smooth out the operation of the engine this effect being probably due to the high specific heat of carbon dioxide at the temperatures which obtain within the engine cylinders. \Vc prefer to introduce the carbon dioxide into the engine cylinders by connecting the intake manifold of the engine with the upper end of the radiator. In this way, both carbon dioxide and some water vapor are introduced into the intake manifold and supplied to the engine cylinders along with the fuel mixture from the carbureter. The withd 'awal of carbon dioxide and water vapor together with other gases present in the top of the radiator, produces a partial. vacuum in this portion of the cooling system and this materially. aids the circulation of the cooling medium.

While the carbon dioxide and water vapor may be introduced into the cooling system from any desired sources, yet we prefer to bring about this result by connecting the exhaust manifold of the engine to some point near the bottom of the cooling system. In Figure 1, we have shown the exhaust manifold at 9. A pipe extends up from the manifold to a point about on a level with the topof the radiator 23. From this poin a pipe 11 extends downward and forward to the point 8 at the bottom of the cooling system. A drain-cock 12 may be connected to the cooling system at this point as shown in Figure 1. An auxiliary pipe 13, open to the air at 14, is connected to the pipe 11 through a valve 15. The end. 14 of the pipe 13 is preferably on the level with the top of the radiator 3 and the top of the pipe 10. A hand operated valve 16 controls the flow of gas through the pipe 11, the valve 16 being similar to the valve in the pipe 13. Another valve 17 may be interposed somewhere in the pipe-line extending between the exhaust manifold and the water circulation system. This second valve 17 may be operated from thecontrol panel (not shown) by means of the connecting rod 18.

Referring to Figure 2, we have shown pipe 19 communicating with the drain-pipe G and with the fuel intake manifold 20 of the engine. A check valve 21 may be connected to the lower end of the drain-phpe so as to permit the escape of water from the filling neck of the radiator when the radiator is too full. A valve 2:2 is interposed in the pipe-line l9 and may be operated from the control panel of the automobile by means of aconncctiirg rod 23. The pipe 19 communicates with the intake manifold 20 through a. nozzle 24 best shown in Figure l. This noz- 216 has a restricted orifice 525 which serves as a pressure equalizer causing a comparatively steady flow of through the pipe 19. It will be understood that the partial vacuum produced in the intake manifold. 20 when this manifold is connected to the several engine cylinders in succession, causes a corresponding partial vacuum to be created in the top of the radiator 3. Experiments have shown that when the engine is idling, the

average partial vacuumin the manifold 20 is higher than when the engine is running full speed.

In order to insure at least as rapid a flow of gas through the pipe-line 19 when the engine is accelerated as when the engine is idling, we have provided an automatic control device 26 responsive to the partial vacuum in the intake manifold. This device is clearly shown in Figure 3. In this ligure, we have illustrated an enlarged portion 27 integral with the pipe 19 and'con taining a spider support 28 carrying an up right rod 29. A plunger 30 lits loosely on this upright rod and it will be noticed that the cross section of the enlargement 27 becomes smaller toward the upper end of the rod 29. Accordingly, as the plunger 80 approaches this upper limit, the cross section of the passage between the plunger and the enlargei'nent 27 grows smaller. it will be understood that when the partial vacuum in the intake manifold 20 is high, the plunger 30'will be drawn upward and the passage of gas through the pipe 19 restricted according ly. This takes place when the engine is idling or running at very low speed. l/Vhcu the engine is accelerated to a higher speed the vacuum in the intake manifold is lower than at idling speed and consequently the plunger 30 drops down to a point between the upper full line position and the lower dotted line position shown in Figure 3. A larger channel for the passage, of gas through the pipe 19 into the intake manifold is thus provided, and accordingly more or at least as much gas and moisture are supplied to the engine cylinders when. the engine is accelerated to full speed than when it is running at idling speed.

The partial vacuum created in the upper part of the radiator 3 in the manner just described, has a tendency to increase the flow of gases and vapors through the pipe '11 from the exhaust manifold 9. In fact, if one or both of the valves 16 and 17 is closed and the valve 15 opened, air will be drawn into the circulation system through the pipe 13 although the atmospheric pressure may be considerably below the pressure in the exhaust manifold 9. The gas'drawn into the circulation system either through the pipe 13 or through the pipe 11 passes upward throughthe pipe 5 into the water jacket 2 in the manner above described and quickens the circulation of the cooling water. By adjusting the valves 1.5, 2.6 and 17, the amount and character of the gas supplied to the cooling system can be regulated. VVit-h valves 16 and 17 open, and with the cap 31 to the radiator removed as when the radiator is being replenished with water, the addition of any surplus water will find its way out-through the pipes 11 and 10 and be carried away from the engine through the manifold by gravity. Any water accumulating in pockets or depressions along the line of the manifold would be carried out by the exhaust gases when the engine is runnings. It will thus be seen that pipes 1.1 and 10 would function as an over-flow device for securing the desired level of-the water in the radiator 3. In order to prevent siphoning of the water below the upper level established by the highest point in the pipe 11', the diameter of the pipe 10 is made sulfiv ciently large to break the siphon and stop the flow when the level of the water in the radiator-has reached the line indicated as 32 in the drawing. This level is established at such. a point that the space above the water in. the water chamber of the radiator 3 is great enough to permit of the expansion of the water by heat or the circulating gases, withoutcausing an overflow through the communicating pipe 9.

\Ve have found that by introducing exhaust gases into the water circulating system, the circulation can be made much more rapid than is ordinarily the case at least where some positive feeding device is not employed. Additional advantages are derived because of the presence of carbon dioxide in the exhaust gas. The carbon dioxide serves to lessen the corrosion of the water jacket and of the material in the radiator proper; and, when drawn into the engine cylinders, the carbon dioxide produces a desirable effect upon the operation of the engine. It has been found that the cooling water does not become contaminated with rust or other foreign substances and while this is in part due to the presence of carbon dioxide in the water, yet it is due in a large measure to the formation of a film of an oily substance on the surfaces of the cooling sys tem. The exhaust from the engine contains this oily material which is drawn into the radiator and adheres tothe surfaces of the cooling system. This layer is not thick enough to interfere with the heat transmission'through the radiator walls but it does prevent corrosion and experience has shown that small leaks in the radiator gradually become closed by the action of this film of oily or greasy material. There is enough moisture in the gas delivered to the cooling system from the exhaust manifold to compensate for the moisture drawn into the engine cylinders from the top of the radiator. The water vapor and the gases coming from the exhaust manifold are at a relatively high temperature and the introduction of this material into the cooling system causes some of the water vapor to condense.

Our invention, while materially improving the'operating characteristics'of internal combustion engines and particularly the cooling systemsof such engines, is also of considerable commercial valuebecause ofthe low cost at which it can be manufactured. It is not necessary to have a specially designed radiator or a specially designed water jacket for the'engine. Neitheris it necessary. to havespecial connections between these elementsw All of the advantages of our invention can be derived by simply con necting a pipe between the exhaust manifold and some point near the bottom of the cooling system, substantially as described above, and by making a similar connection between the overflow or drain-pipe of the radiator andthe intake manifold of the engine.

It is to be understood that our invention is not limited to the particular embodiment illustrated and described but includes such modifications thereof as fall within the scope of the appended claims. For example, while we have illustrated and described our invention as applied to the common thermo-siphon cooling system, yet it can be employed to advantage in connection with other systems.

We claim:

1. The combination with an internal combustion engine having a water jacket, a radiator, pipe connections between said radiator and water acket of the engine to permit circulation of water therethrough, of means for improving the operation of the engine comprising means for maintaining a flow of the engine exhaust gases through the water to increase the water circulation and to wash the gases, andmeans for injecting the washed gases into the engine cylinders.

2. The combination with an internal combustion engine having a water jacket, a ra-' diator, pipe connections between said radiator and water jacket of the engine to permit circulation of water therethrough, of

for washing the exhaust gases, and means for injecting the washed gases into the enginecylindcrs, said means being connected at the lowest and highest points of the circulation system,

3. The combination with an internal combustion engine having a water jacket, a radiator, pipe connections between s id radiator and water acket ot the engine to permit circulation of water thercthrcngh, of means for improving the operation of the engine comprising means .lor increasing the water circulation and washing the exhaust gases, and means for injecting the washed gases into the engine cylinders, said means comprising a hot exhaust gas inlet to the water circulation system of the engine in common with the drain cock of said radiator and a washed exhaust gas outlet from the circulation system in common with the overflow pipe of said radiator.

4t. The combination with an internal conibustion engine having a water jacket, :1 radiator, pipe connections between said radiator and water jacket of the engine to permit circulation of water therethrough, means for improving the operation of the engine comprising means for maintaining a flow of the engine exhaust gases through the water to increase the water circulation and to wash the gases, and means controlled by a vapor valve for injecting the washed into the engine cylinders, said vapor valve being operatively sensitive to changes in the intake suction.

5. The combination with an internal combustion engine having a water jacket, a radiator, pipe connections between said radiator and water jacket of the engine to permit circulation of water therethrough, of means for improving the operation of the engine comprising means co-operating with and increasing the circulation of the water for wasaing theengine exhaust gases, and means for injecting the washed gases along with a quantity of water vapor into the engine cylinders.

i 6. The coml'iination with an internal combustion engine having a water jacket, a radiator, pipe connections between said radiator and water jacket of the engine to permit circulation of water therethrough, of means for in'iproving the operation of the engine comprising means co-operating with and increasing the circulation of the water tor washing a mixture of air and exhaust gases, and ineans for injecting the mixture of washed gases and air along with a quantity of water vapor into the engine cylinders.

7. The combination with an internal combustion engine having a water circulating system comprising a radiator, a water jacket and pipe connections between said radiator and water jacket for permitting circulation therethrough and having an intake manifold and an exhaust manifold, of means for in1- proving the operation of the engine comprising a pipe connection between said eX- haust manifold and said Water circulating system below the water level therein, controllable means for admitting air to said pipe connection, a second pipe connection between said intake manifold and a point above the water level in said circulating sys tem, said second pipe connection including automatic means for regulating the flow through said connectionin accordance with the degree of vacuum in said intake manifold. 1

8. The combination with an internal combastion engine having a water circulating system comprising a radiator, a water jacket and pipe connections between said radiator and water jacket for pern'iitting circulation therethrough and having an intake manitold and an exhaust-manifold, of means for improving the operation of the engine comprising a pipe connection "between said exhaust manifoldand the lowest point in said water circulating system, controllable means for admitting air to said. pipe connection, a second pipe connection between said intake manifold and a point above the water level in said circulating system, said second pipe connection including automatic means for regulating tl e tow through said connection in accordance with the degree of circulation'oit' water therethrough, and hav- 111g lntake and exhaust means, of means for improving the operation of the engine comprising a pipe connection including a valve between said exhaust means and the lowest point in said circulating system, a controllable air inlet pipe connected to said pipe connection and having its open end extended above the water level in said circulating system, a second pipe connection ere tending between said intake means and a point in said circulating system above the water level. therein, an automatic valve in said second pipe connection for regulating the flow therethrough in accordance with. the vacuum in said intake manifold, and a manually controllable valve in said second pipe connection.

In testimony whereof we nth our signatures.

SAlliUEL VJ PAR-l2. JOHN H. NELSEI. 

